Railway-tie.



'rH'oMAs IBEACOM, or ELRENO', OKLAHOMA.

RAILWAY-TIE.

Specification of Letters Patent.

' Patented Feb. 3}, 1914:-

Application filed (February 14', 1911. Serial No. 608,618.

To all whom it may concern:

Be it known that I, THOMAS BEACOM, a citizen of the United States, residing at Elreno, in the county of Canadian and State of Oklahoma, have invented certain new and-useful Improvements in Railway-Ties, of whiclrthe following is a full, clear, and exact specification, reference being had to the annexed drawings.

This invention pertains to metal ties.

An object of the invention is to produce, at minimum cost, a safer, more substantial, andmore lastingti'e than the woodentie now commonly used, and strong enough to withstand the weight of all kinds of heavy rolling stock.

Another object is to provide a tie having improved means for engaging and holding rails, such means being" adjustable for engaging and holding rails of different base width and thickness.

A further object is toprevent" spreading of the'rails and lateral sliding of the ties in the road-bed.

A still further object is to provide means for so supporting and holding the ra'ilsthat the ends will not bebattere'd and worn by the wheels of the rolling stock when rail joints are made directly over the tie.

Other objects and advantages of the invention will be set" forth in the ensuing description.

Referring to the drawings: Figure 1 is a fragmental plan view of a railway track, showing the improved tie in use. Fig. 2 is an enlargement of a port-ion of Fig. 1. Fig. 3 is a sectional view taken on the line 38 of Fig. 2. Fig. 4 is a sectional view taken on the line 4% of Fig. 3. Fig. 5 is a fragmental plan view on s'ame'scale as Fig. 1, showing an optional form of clampingplate for the rail. Fig. 6 is a perspective view of the end portion of the tie. Fig. 7 is a perspective view of the under side of a supporting rail-plate. Fig. 8 is a similar view of the upper side of the same rail-plate.

Referring to the several figures, in all of which like characters of reference designate like parts, the body 9 of the tie may be made of channel iron or channel steel, the flanges 10 being sufiiciently high to strengthen and stiffen the tie against the weight of bending strain that may be exerted upon it. flanges 10 do not join the bottom 11 with an angle, but with a curve or short radius,-s0

that after the tie islaid in place in the road The V betL-dirt or ballast may be more easily driven and packed under it.

A chair 12 forming a rail bearing surface rests permanently within each end of the tie body '9 between the flanges 10, and is held therein by rivets 13 passing through said flanges and through the walls of said chair. This chair may be of any suitable metal, preferably malleable iron or cast steel, and is to be of such size as to fill the space between the flanges 10, in order to prevent any lateral movement of the chair in the channel; Each chair 12 forms a foundation upon which to adjustably dispose a pair of railplates 15, upon which is rested the base of the rail, these plates being more clearly illustrated in Figs. 7 and 8. A portion 16 of each of these rail-plates 15 projects under the basel'? of the rail 14, the portion under said base being thinner than the outer or remaining portion 18 in order to form a shoulder 19 to take against the edges of the rail base, and thereby prevent a movement of said rail laterally with respect to; and upon the chair. I

To prevent movement of the rail-plates 15 on the bearing+blocks 12 laterally of the road-bed, the lower face of each rail plat-e is grooved, as at 20, and engages corre sponding grooves 21 in' the upper face of said bearing-block.

In order to permit a latitude of adjust ment of the plates 15', with respect to the chairs 12, in order to accommodate rail bases of variable" dimensions, and yet insure stability of location of the said plates 15, both the under sides of the'plates l5, and the upper surfaces of the chairs 12, are suitably formed with a plurality of intermeshing or engaging means,'20 and 21, such for instance as grooves, the former being associated with the plates, while the latter are carried by the chairs. Thus it will be noted that when the plates are placed to the rail base, and thenbo-lted down, they cannot be accidentally or otherwise forced from the position in which they came in their original location against the rail. It is also to be noted that, aside from being secured in position, the weight of the rail upon the plates will assist in maintaining a permanency of position of the plates with respect to the chairs. It is'to be ob erved, also, in this connectiomthat notwithstanding the variable widths of rail bases, the openings 260.

in thechairs, through which the bolts 23' will pass, will be definitely located, and the openings 26, in the plates 15, will be so sufliciently elongated as to allow the plates 15 to be shifted relatively to the bolt-s in setting the plates to the rail base.

For holding the rails 1 f down, clampplates 22 are laid on top of the outer or thicker portions of the rail-plates 15, one edge of each clamp-plate projecting over the edge of the rail base 17. These clampplates 22 are held down and in place by said bolts 23, which extend up through openings 260 in the upper wall 24 of the chair 12. through elongated openings 26 in the rail plates 15, and through said clamp-plates, the upper ends of said bolts being provided with screw nuts 25 which are screwed down tightly to clamp all parts rigidly together. Ordinarily, these clamp-plates 22 are short in the direction of length of the rail l l and are each held by one bolt 23, but if greater security is required, as at rail-joints, these clamp-plates may be equal in length to that of the railplates 15 and each be held by two bolts, as shown in Fig. 5.

A central portion 27 of the upper wall 24 of each bearing-block 12 is depressed in order to accommodate a corresponding depression 28 in the rail-plates 15, the latter depression creating suflicient clearance from the under side of the central portion of the rail base 14 whereby to allow said rail base to be supported substantially by the outer portions thereof, which will create greater rigidity in the support of the rail.

hen a rail joint 29 is formed over the tie, the depression of the rail-plates 15 and chair 12 removes support from under the immediate ends of the rails 14, and thereby lessens the tendency of car wheels to batter or wear the rail ends.

Each chair 12 is provided with a depending integral stud 30 which projects down through the bottom portion 11 of the tie and into the road-bed directly under the rail 14L, this stud acting to relieve part of the side thrust or shearing strain on the rivets 13, and also acting to prevent sliding movement of the tie laterally of the road-bed. Obviously also, by the use of this invention, compensating instrumcntalities are provided for permitting the maintenance of a desired gage even in the use of rails of different weights, in which the size of the rails varies sufliciently to make an adjustment of the rail position necessary.

The foregoing being a full, clear, and exact description of the invention, what 1 claim and desire to secure by Letters Patent is 1. A rail road tie, consisting of a body, having a channel, chairs located in and confined against lateral movement by the walls roams of said channel, means for creating an anchor between the tie body and the chairs for preventing a longitudinal movement between the chairs and the body and for depending into the ballast to hold the tie body 111 place, means for securing the chairs to the body, adjustable means associated with the chairs for holding rails of any size thereto, and which are controlled by the weight of the rail, means to fix the adjustable means in any adjusted position, and means to arrest the lateral movement of the adjustable means.

2. A rail road tie, consisting of a body, chairs carried thereby and having a channel adapted to be. disposed beneath and lateral to the rail, adjustable means for securing to said chairs rails of any size, means carried by the chairs for securing the rails in place, said adjustable means being movable relatively to the securing means, and adapted to bind against the rail base edges, and means to automatically fix the adjustable means in position after adjustment.

3. A rail road tie, consisting of portions formed into bearing surfaces for rails, a central portion of each bearing surface being depressed in coincidence with the length of the rail, plates adapted to rest between said bearing surfaces and rails, said rail plates being depressed to correspond with the depressions in the bearing surfaces.

l. In a tie, a tie body having its ends formed into bearing surfaces for rails,- said bearing surfaces being grooved parallel with the rails and having each a central depression extending laterally of said rails, rail-plates adapted to rest between said bearing surfaces and rails, said rail-plates be ing grooved to engage the grooves of said bearing surfaces and being depressed to correspond with the depression of said bearing surfaces.

5. In a tie, a tie body having bearing surfaces for rails, said surfaces being grooved parallel with said rails and having each a central depression extending laterally of said rails, rail-plates adapted to rest between said bearing-surfaces and rails, said. rail-plates being grooved to engage the grooves of said bearing surfaces and being depressed to correspond with the depressions of said bearing surfaces, shoulders on the rail-plates to engage the bases of the rails, and means for holding the rails down against said rail-plates.

V'tness my hand this 10 day of January, 1911.

THOMAS H. BEACOM. I

Witnesses:

WILLIAM L. Srour, Louis L. Rrirnonns.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, 

